EP3003804B1 - Procédé d'alimentation d'un système de freinage d'un véhicule en un volume hydraulique dosé au moyen d'un groupe motopompe à entraînement électrique, et système de freinage d'un véhicule - Google Patents

Procédé d'alimentation d'un système de freinage d'un véhicule en un volume hydraulique dosé au moyen d'un groupe motopompe à entraînement électrique, et système de freinage d'un véhicule Download PDF

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Publication number
EP3003804B1
EP3003804B1 EP14724441.2A EP14724441A EP3003804B1 EP 3003804 B1 EP3003804 B1 EP 3003804B1 EP 14724441 A EP14724441 A EP 14724441A EP 3003804 B1 EP3003804 B1 EP 3003804B1
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EP
European Patent Office
Prior art keywords
motor
pump assembly
braking system
vehicle braking
current
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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EP14724441.2A
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German (de)
English (en)
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EP3003804A1 (fr
Inventor
Michael Kutzner
Alexander Treib
Hans Schroth
Peter Handke
Abolfazl AKBARI-NAMWAR
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/4059—Control of the pump unit involving the rate of delivery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/405—Control of the pump unit involving the start-up phase
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/06—Control using electricity

Definitions

  • the invention relates to a method for conveying a metered hydraulic volume in a vehicle brake system by means of an electrically driven motor pump unit according to the preamble of claim 1 and a vehicle brake system according to the preamble of claim 10.
  • the brake-related comfort and safety systems of motor vehicles are being regulated ever more sensitively in the wake of ever-increasing customer demands.
  • the prerequisite for a correspondingly sensitive control is to be able to precisely regulate the pump motor of the hydraulic brake system accordingly.
  • a particularly sensitive control is achieved by means of pulse width modulated current signals, wherein the current signals are preferably modulated with a frequency of up to 18 kHz.
  • the current signals are preferably modulated with a frequency of up to 18 kHz.
  • the higher the frequency of the modulation in general the more sensitive the pump motor is operated. Even the most accurate knowledge of the respective angular position of the motor or the pump is usually necessary.
  • the DE 10 2009 006 891 A1 an electric motor for a hydraulic pump in a brake control system.
  • the electric motor consists of a rotor connected to a motor shaft and a stator with several Brushes, wherein the rotor provided with windings comprises a commutator with a plurality of commutator blades.
  • one of the commutator bars is extended relative to the remaining commutator bars.
  • one of the brushes has an axial offset.
  • a characteristic of the rotational angular position signal can be tapped on the offset brush. Since the actual rotational speed of the motor can therefore be detected independently of the torque to be applied, the speed can always be corrected to the desired nominal value via the pulse duty factor of the pulse-width-modulated control.
  • the DE 10 2008 018 818 A1 describes an electric motor drive method with load torque adjustment.
  • An electric motor is driven by a pulsed-regulating current source.
  • a pulsed-regulating current source Depending on the current load results in a certain pump current or a specific duty cycle of the drive current, a certain engine speed.
  • the load during one engine revolution is not constant since it is an angle-dependent load, namely the hydraulic pump of a vehicle brake system.
  • a ripple signal is read from the voltage potential applied to the motor during one revolution and evaluated for periodicity.
  • the associated high inrush currents cause current and voltage fluctuations in the entire vehicle electrical system, which can lead to disturbances of other consumers of the vehicle electrical system or requires a correspondingly safe and therefore expensive interpretation of other consumers.
  • an angular position sensor for determining the current motor angle position or pump angle position is needed.
  • the invention is therefore based on the object to propose a method which overcomes the disadvantages mentioned.
  • This object is achieved by the method for promoting a metered hydraulic volume in a vehicle brake system by means of an electrically driven motor pump unit according to claim 1.
  • the invention relates to a method for conveying a metered hydraulic volume in a vehicle brake system by means of an electrically driven motor pump unit, in which a mechanical pump of the motor pump unit is driven by an electric motor of the motor pump unit, wherein the electric motor is subjected to a rising motor voltage ramp, wherein detects a motor current is, wherein a conveying operation of the motor pump unit begins as soon as an engine torque generated by the engine torque exceeds a sum of drag torque, breakaway torque and friction torque of the motor pump unit and wherein the motor current is reduced at the onset of the delivery operation.
  • the method is characterized in that a motor voltage upon detection of a reduction of the motor current after a predetermined Time interval is reduced to a value that ends the production operation.
  • the reduction of the motor current is an effect necessarily occurring at the onset of the conveying operation, since the applied motor torque is reduced by the amount of the breakaway torque at the onset of the conveying operation.
  • the motor current from the onset of the conveying operation, or from the onset of a rotation and an electromotive force no longer follows the motor voltage ramp.
  • the motor current is detected by the armature and the brush of the electric motor. If it is a brushless electric motor, only the motor current through the armature can be detected.
  • the delivered hydraulic volume can be metered comparatively accurately.
  • the motor voltage is reduced to the value 0 V. This ensures a fast and reliable termination of the conveying operation.
  • the predetermined time interval can either be predetermined rigidly or unchangeably or be predefined. The longer the duration of the time interval, the greater the delivered hydraulic volume.
  • an electrical control of the motor pump unit takes place pulse width modulated, in particular with a clock frequency of at least 1 kHz.
  • a pulse-width-modulated drive represents a comparatively simple and, in particular, cost-effective possibility for variable activation of an electrical load. The higher the clock frequency of the drive, the more sensitive this is. Clock frequencies of 1 kHz and more have been found to be sufficient to ensure a smooth and steady onset of production operation.
  • the time interval is infinitesimal. This results in the advantage that the conveying operation is stopped immediately after its onset, whereby only a very small hydraulic volume is promoted. This in turn allows the delivered hydraulic volume to be metered very accurately.
  • the reduction will be detected by observing a gradient of the motor current.
  • the occurrence of a negative gradient signals the reduction of the motor current in this case.
  • the negative gradient is formed and observed with an electronic circuit arrangement designed for this purpose.
  • This circuit can e.g. be designed as a relative current measuring circuit, as it is used in principle in a number of already known brake control devices for detecting the motor current.
  • a low-impedance measuring resistor to this relative current measuring circuit, which can also be designed as a printed conductor resistance in order to reduce costs.
  • the gradient can also be formed based on hardware, in which case an interrupt is generated immediately after the gradient has been formed and the gradient is transmitted to a software algorithm designed for this purpose.
  • the method is executed only in a single brake circuit of a multi-circuit vehicle brake system. This results in the advantage that the incoming vehicle deceleration is reduced or is substantially halved in a dual-circuit vehicle brake system. Thus, the vehicle deceleration can be adjusted more sensitively and controlled more accurately.
  • an isolation valve and a changeover valve of a brake circuit of the multi-circuit vehicle brake system the electric motor of the motor pump unit are not loaded with the motor voltage ramp, are open. This ensures that in this brake circuit no brake pressure is built up and thus no vehicle deceleration is brought about. This further improves the sensitive controllability of the vehicle deceleration.
  • a so-called diagonal distribution of the brake circuits of a dual-circuit vehicle brake system there is the further advantage that the formation of alternating torques and thus a vibration transmission to the steering can be avoided.
  • the inventive method is characterized in that by means of the motor voltage, the motor current and a certain hydraulic pressure in the vehicle brake system, an angular position of the motor and / or the pump is determined.
  • About the motor current and the motor voltage can be determined at the onset of the conveying operation in a simple way an energy input into the motor pump unit.
  • an angular position change of the engine or of the pump can thus be determined, which in turn, starting from the last known angular position, enables the respectively current angular position.
  • no angular position sensor is needed, which helps to reduce the manufacturing and cost of the motor pump unit.
  • the delivered hydraulic volume is determined from the angular position of the motor and / or the pump and the predetermined time interval. Since a change in the angular position of the motor or the pump is connected to a conveying operation of the motor pump unit, for example by means of a corresponding characteristic from the angular position change, in particular taking into account the absolute initial angular position and the absolute final angular position, the hydraulic volume delivered is determined to be as simple as it is reliable.
  • the method is repeated successively until a predetermined desired hydraulic pressure is reached.
  • the required target pressure in successive steps successively be constructed comparatively sensitive, since the subsidized hydraulic volume is sensitive dosed each. This is particularly advantageous for all those vehicle systems that require only minor pressure changes, but are designed to be comfort-oriented. An example of this is a distance and speed control system.
  • the invention further relates to a vehicle brake system, comprising at least one electronic control unit and at least one hydraulic brake circuit with an electric motor pump unit, wherein an electric motor of the motor pump unit drives a mechanical pump of the motor pump unit, wherein the control unit acts on an electric motor of the motor pump unit with a rising motor voltage ramp, wherein the control unit detects a motor current, wherein a delivery mode of the motor pump unit starts as soon as an engine torque generated by the motor current exceeds a sum of drag torque, breakaway torque and friction torque of the motor pump unit and wherein the motor current is reduced at the onset of the delivery operation.
  • the vehicle brake system is characterized in that the control unit reduces a motor voltage upon detection of a reduction of the motor current after a predetermined time interval to a value which terminates the conveying operation.
  • the vehicle brake system according to the invention thus has all the necessary means for carrying out the method according to the invention.
  • the vehicle brake system carries out the method according to the invention.
  • Fig. 1a shows current I and voltage U of the motor over time t, curve 11 describing the motor voltage and curve 12 describing the motor current.
  • the departure of the motor voltage ramp begins at time t 0 and is represented by the rise of curve 11 in the interval from t 0 to t 2 .
  • Proportional to the rise of curve 11 also increases the motor current in curve 12, but only in the interval from t 0 to t 1 .
  • the generated engine torque exceeds the sum of drag torque, breakaway torque and friction torque of the motor pump unit, whereby the delivery operation of the motor pump unit is used. This in turn leads to a collapse of the motor current at time t 1 .
  • Fig. 2 a flow chart of a possible sequence of the method according to the invention is shown.
  • the motor of the motor pump assembly is subjected to a rising motor voltage ramp.
  • the motor current which is caused by the motor voltage ramp, continuously and continuously detected.
  • the increasing motor voltage and the increasing motor current cause an increasing motor torque in step 203.
  • the gradient of the motor current is formed, and in step 205, the gradient of the motor current is continuously and continuously observed.
  • the generated engine torque exceeds a sum of drag torque, breakaway torque and friction torque of the motor pump assembly in step 206, so that in step 207, a delivery operation of the motor pump unit begins.
  • step 210 a angular position change of the electric motor or the pump is determined from the motor current, the motor voltage and the hydraulic pressure in the vehicle brake system and then from this angular position change taking into account the last absolute angular position the current absolute angular position determined.
  • step 211 the delivered hydraulic volume is determined, which takes place due to the angular position-dependent conveying mode of the pump, taking into account the initial angular position and the end angle position of the pump or the motor.
  • step 212 the current pressure in the vehicle brake system is compared with the target pressure to be established. If the target pressure is reached, the method is ended in step 213. On the other hand, if the target pressure has not yet been reached, the method is re-executed via step 214 in step 201.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Claims (11)

  1. Procédé de refoulement d'un volume hydraulique dosé dans un système de freinage de véhicule au moyen d'un groupe de pompage motorisé entraîné électriquement, selon lequel une pompe mécanique du groupe de pompage motorisé est entraînée au moyen d'un moteur électrique du groupe de pompage motorisé, le moteur électrique étant alimenté avec une rampe de tension de moteur croissante, un courant de moteur (12) étant détecté, un régime de refoulement du groupe de pompage motorisé étant établi dès qu'un couple de moteur généré par le courant de moteur (12) dépasse une somme d'un couple de traînée, d'un couple initial de décollement et d'un couple de friction du groupe de pompage motorisé et le courant de moteur (12) se réduisant lors de l'établissement du régime de refoulement, caractérisé en ce qu'une tension de moteur (11) est réduite à une valeur qui met fin au régime de refoulement en cas de détection d'une réduction du courant de moteur (12) après écoulement d'un intervalle de temps prédéfini.
  2. Procédé selon la revendication 1, caractérisé en ce qu'une commande électrique du groupe de pompage motorisé est réalisée par modulation d'impulsions en largeur, notamment avec une fréquence d'horloge d'au moins 1 kHz.
  3. Procédé selon au moins l'une des revendications 1 et 2, caractérisé en ce que l'intervalle de temps est infinitésimal.
  4. Procédé selon au moins l'une des revendications 1 à 3, caractérisé en ce que la réduction est reconnue par l'observation d'un gradient (13) du courant de moteur (12).
  5. Procédé selon au moins l'une des revendications 1 à 4, caractérisé en ce que le procédé n'est mis en oeuvre que dans un seul circuit de frein d'un système de freinage de véhicule à plusieurs circuits.
  6. Procédé selon la revendication 5, caractérisé en ce qu'une vanne de séparation et une vanne d'inversion d'un circuit de frein du système de freinage de véhicule à plusieurs circuits dont le moteur électrique du groupe de pompage motorisé n'est pas alimenté avec la rampe de tension de moteur sont ouvertes.
  7. Procédé selon au moins l'une des revendications 1 à 6, caractérisé en ce qu'une position angulaire du moteur et/ou de la pompe est déterminée au moyen de la tension de moteur (11), du courant de moteur (12) et d'une pression hydraulique donnée dans le système de freinage de véhicule.
  8. Procédé selon la revendication 7, caractérisé en ce que le volume hydraulique refoulé est déterminé à partir de la position angulaire du moteur et/ou de la pompe et de l'intervalle de temps prédéfini.
  9. Procédé selon au moins l'une des revendications 1 à 8, caractérisé en ce que le procédé est répété successivement jusqu'à ce qu'une pression de consigne hydraulique prédéfinie soit atteinte.
  10. Système de freinage de véhicule, comprenant au moins une unité de commande électronique et au moins un circuit de frein hydraulique comportant un groupe de pompage motorisé, un moteur électrique du groupe de pompage motorisé entraînant une pompe mécanique du groupe de pompage motorisé, l'unité de commande alimentant un moteur électrique du groupe de pompage motorisé avec une rampe de tension de moteur croissante, l'unité de commande détectant un courant de moteur (12), un régime de refoulement du groupe de pompage motorisé étant établi dès qu'un couple de moteur généré par le courant de moteur (12) dépasse une somme d'un couple de traînée, d'un couple initial de décollement et d'un couple de friction du groupe de pompage motorisé et le courant de moteur (12) se réduisant lors de l'établissement du régime de refoulement, caractérisé en ce que l'unité de commande réduit une tension de moteur (11) à une valeur qui met fin au régime de refoulement en cas de détection d'une réduction du courant de moteur (12) après écoulement d'un intervalle de temps prédéfini.
  11. Système de freinage de véhicule selon la revendication 10, caractérisé en ce que le système de freinage de véhicule met en ouvre un procédé selon au moins l'une des revendications 1 à 9.
EP14724441.2A 2013-05-28 2014-05-15 Procédé d'alimentation d'un système de freinage d'un véhicule en un volume hydraulique dosé au moyen d'un groupe motopompe à entraînement électrique, et système de freinage d'un véhicule Active EP3003804B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013209890.1A DE102013209890A1 (de) 2013-05-28 2013-05-28 Verfahren zur Förderung eines dosierten Hydraulikvolumens in einer Fahrzeugbremsanlage mittels eines elektrisch angetriebenen Motorpumpenaggregats und Fahrzeugbremsanlage
PCT/EP2014/059956 WO2014191214A1 (fr) 2013-05-28 2014-05-15 Procédé d'alimentation d'un système de freinage d'un véhicule en un volume hydraulique dosé au moyen d'un groupe motopompe à entraînement électrique, et système de freinage d'un véhicule

Publications (2)

Publication Number Publication Date
EP3003804A1 EP3003804A1 (fr) 2016-04-13
EP3003804B1 true EP3003804B1 (fr) 2017-07-19

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14724441.2A Active EP3003804B1 (fr) 2013-05-28 2014-05-15 Procédé d'alimentation d'un système de freinage d'un véhicule en un volume hydraulique dosé au moyen d'un groupe motopompe à entraînement électrique, et système de freinage d'un véhicule

Country Status (6)

Country Link
US (1) US9873417B2 (fr)
EP (1) EP3003804B1 (fr)
KR (1) KR102193487B1 (fr)
CN (1) CN105246746B (fr)
DE (1) DE102013209890A1 (fr)
WO (1) WO2014191214A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102014216230A1 (de) * 2014-08-14 2016-02-18 Continental Teves Ag & Co. Ohg Verfahren zur Bestimmung einer Position und/oder Lageveränderung einer Hydraulikpumpe eines Kraftfahrzeugbremssystems sowie Kraftfahrzeugbremssystem

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JPH092232A (ja) * 1995-06-22 1997-01-07 Aisin Seiki Co Ltd 液圧制御装置
DE19622754A1 (de) 1996-06-07 1997-12-11 Bosch Gmbh Robert Verfahren und Schaltung zur Steuerung eines Pumpenmotors eines Fahrzeug-Regelungssystems
US5927832A (en) * 1997-05-09 1999-07-27 General Motors Corporation Brake system control
DE19953627B4 (de) * 1998-11-09 2020-08-20 Kelsey-Hayes Co. Closed-Loop-Drehzahlregelung eines ABS-Pumpenmotors mit variablem Arbeitszyklus und variabler Frequenz
DE10355239A1 (de) * 2003-07-25 2005-03-03 Continental Teves Ag & Co. Ohg Elektronisches Regelverfahren für eine schlupfgeregelte Kraftfahrzeugbremsanlage
JP5074794B2 (ja) * 2007-03-17 2012-11-14 日立オートモティブシステムズ株式会社 ブレーキ制御装置
DE102008018818A1 (de) * 2008-04-15 2009-10-22 Continental Teves Ag & Co. Ohg Elektrisches Motoransteuerungsverfahren mit Lastmomentanpassung
DE102009006891A1 (de) 2009-01-30 2010-08-05 Continental Teves Ag & Co. Ohg Elektromotor
MX2012003008A (es) * 2009-09-08 2012-04-19 Powerwise Group Inc Sistema y metodo para ahorrar energia para dispositivos con masas rotatorias o alternativas.
JP5306974B2 (ja) * 2009-12-02 2013-10-02 日立オートモティブシステムズ株式会社 電動オイルポンプ
DE102010038704A1 (de) * 2010-07-30 2012-02-02 Robert Bosch Gmbh Steuervorrichtung für eine Speicherladepumpe eines Bremssystems eines Fahrzeugs und Verfahren zum Betreiben einer Speicherladepumpe eines Bremssystems eines Fahrzeugs
DE102010039818A1 (de) 2010-08-26 2012-03-01 Continental Teves Ag & Co. Ohg Verfahren zur drucksensorlosen Druckmessung in einem Druckregelaggregat einer Kraftfahrzeugbremsanlage
JP5193259B2 (ja) * 2010-09-14 2013-05-08 株式会社日立カーエンジニアリング 電動オイルポンプ用モータ制御装置及び制御方法

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Also Published As

Publication number Publication date
US9873417B2 (en) 2018-01-23
WO2014191214A1 (fr) 2014-12-04
KR20160013038A (ko) 2016-02-03
EP3003804A1 (fr) 2016-04-13
CN105246746A (zh) 2016-01-13
KR102193487B1 (ko) 2020-12-21
US20160152218A1 (en) 2016-06-02
CN105246746B (zh) 2017-09-22
DE102013209890A1 (de) 2014-12-04

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